Abstract: A brake system is provided for minimizing brake pulsation feedback caused by surface variations of a brake system corner component. The brake system includes at least one sensing device configured to measure a pressure pulse caused by the surface variation of a brake system corner component. A controller module is in communication with the at least one sensing device and a hydraulic brake circuit. The controller module is configured to receive an output from the at least one sensing device and to adjust line pressure in the hydraulic brake circuit to substantially minimize brake pulsation feedback.

Abstract: A method and system of operating single vibrator source points for seismic data acquisition includes acquiring real-time field survey locations for a first plurality of seismic vibrators, determining at least one geometrical relationship between each of the first plurality of seismic vibrators as a function of the field survey locations, selecting a second plurality of seismic vibrators from the first plurality of vibrators as a function of the at least one geometrical relationship, selecting source parameter data for the second plurality of seismic vibrators as a function of the field survey locations and driving the second plurality of seismic vibrators to propagate seismic energy into the earth. A third plurality of vibrators is selected based on geometrical relationships and associated source parameters are determined based on vibrator locations. Multiple vibrator groups may acquire data continuously without interruption.

Abstract: A system and method for monitoring brake performance, in particular, in motor vehicles, are provided. The braking distances specific to each vehicle wheel are determined and compared using an electronic control unit. If a wheel exhibits a longer than average braking distance, insufficient braking is identified and is displayed by means of a display device.

Abstract: In a method of changing the trigger threshold of a brake stand-by function of a vehicle brake, the brake stand-by function generates brake pressure in wheel brakes without application of a brake pedal. The trigger threshold value for the brake stand-by function is determined by the following steps: a) determining an average return speed of an accelerator pedal; b) changing the trigger threshold value for the brake stand-by function depending on the determined average return speed of the accelerator pedal. The method allows reducing the number of spurious releases of the brake stand-by function, which a sportive driving style brings about. In another embodiment of the method, the position of the accelerator pedal is used to change the trigger threshold value for the brake stand-by function.

Abstract: The invention concerns a method for controlling automatic transmission (3) of a vehicle comprising an engine (2) driving the transmission (3) which consists in: detecting a downhill situation of the vehicle, and selecting a transmission ratio so that the engine absorbs energy, storing a longitudinal speed of downhill start (Vmin) when the vehicle starts going downhill, and while the vehicle is running downhill, comparing the current speed (V) of the vehicle with the downhill start speed (Vmin) such that the current speed (V) exceeds the downhill start speed (Vmin) by a predetermined difference (VS), then controlling the transmission to trigger downshifting.

Abstract: A method of imaging the Earth's subsurface using passive seismic emissions includes detecting seismic signals originating from within the Earth's subsurface over a selected time period using an array of seismic sensors deployed proximate the Earth's surface. Hypocenters of seismic events in the subsurface are determined from the detected signals. Seismic signals detected at selected ones of the seismic sensors are cross-correlated to signals detected at other selected ones of the seismic sensors. The cross-correlated signals are processed to obtain a reflectivity series at a geodetic position of the selected one of the seismic sensors. A spatial distribution of at least one seismic property in the subsurface is determined using the determined hypocenters and the reflectivity series.

Abstract: Seismic data are obtained for each seismic source activation in a marine streamer and for each frequency, after being transformed to a spectral domain. An iterative conjugate gradient scheme, using a physically-based preconditioner, is applied to the transformed seismic data, to provide a least squares solution to a normal set of equations for a deghosting system of equations. The solution is inverse-transformed back to a space-time domain to provide deghosted seismic data.

Abstract: The method for exploring desired characteristics of a subsurface sector, having at least one resonant frequency, is based on selectively transmitting suitable narrowband energy waves into the subsurface sector, thereby producing narrowband signals reflected off the subsurface sector. The transmitted narrowband energy waves can be selectively and optimally adjusted in real time so as to provide optimum illumination of the desired characteristics from the explored sector.

Abstract: A method is disclosed that uses (a) source-receiver reciprocity and (b) a method such as ISR DMO (U.S. Patent Application Publication No. 2006/0098529) that allows reconstruction of densely sampled gathers at arbitrary surface locations, to efficiently predict multiple reflections, either surface related or interbed multiples, in seismic data. For each reconstructed gather and each output (field) trace, two traces are extracted corresponding to the field source and receiver positions of the output trace, then they are convolved and the convolution result is added (summed) to that obtained by applying this procedure to previously reconstructed gathers. The efficiency results from the fact that the convolutions are performed by looping over all traces for each “bounce” point, with the outer loop being over bounce points. Once all the reconstructed gathers are processed, multiple predictions are obtained for the whole survey by conventional means.

Abstract: A stepwise brake control is automatically performed when TTC obtained according to a relative distance and a relative speed between a vehicle and an object is lower than a predetermined value. For example, a brake force or a brake reduction speed is gradually increased over a plurality of stages in time series. Moreover, the affect of speed change control to the automatic brake control is removed. Alternatively, automatic brake control is supported by the speed change control. Alternatively, the friction coefficient state is estimated, and the brake force or the brake speed reduction is adjusted according to the estimated result. Alternatively, an auto-cruse function is invalidated at least the final stage. Alternatively, when the brake force or the brake speed reduction generated by a brake operation by a driver is greater than the brake force or the brake speed reduction generated by the brake control means, the brake operation by the driver is handled with a higher priority than the stepwise brake control.

Abstract: There is a need for improving the accuracy of estimating a gain error for an angular velocity sensor. An error estimation section and a correction section are provided as well as a gyroscope that detects an angular velocity of a vehicle. The error estimation section assumes the gain error of the gyroscope to be a state quantity and finds an estimated value for the gain error using a Kalman filter. Based on the gain error found by the error estimation section, the correction section corrects a gain correction amount used for gain correction of values detected by the gyroscope. The correction section corrects the gain correction amount dedicated to right turn based on the gain error found by the error estimation section when the vehicle is assumed to turn right. The correction section corrects the gain correction amount dedicated to left turn based on the gain error found by the error estimation section when the vehicle is assumed to turn left.

Abstract: A method for operation of a drivetrain including a drive motor and an automatic transmission having at least five shift elements, of which, at least two elements are disengaged in each forward and reverse gear and the other shift elements are engaged. Two successive shifts are accomplished by two overlapped single gear shifts such that: a) during the first shift, a first shift element is engaged or disengaged while a second shift element is disengaged or engaged; b) during the first shift, second and third shift elements are prepared for either engagement or disengagement; and c) during the first and the second shifts at least one fourth shift element is kept engaged or nearly engaged.

Abstract: A system for and a method of controlling the stability of a vehicle includes an electronic control system controlling a vehicle stability control subsystem based at least in part on static tire data received by the electronic control unit.

Abstract: Systems and methods that coordinate assignments of aircraft operating within a controlled airspace to ground radios are provided. In one embodiment, such a system includes an air traffic control (ATC) facility (12), a plurality of ground radios (16A-16C), and a network manager (20) communicatively coupled to the air traffic control facility (12) and the ground radios (16A-16C). The air traffic control facility is responsible for controlling aircraft (14A-14I) operating within the airspace (10) and providing ATC information to the network manager (20). The ground radios (16A-16C) are operable to provide communications between the air traffic control facility (12) and the aircraft (14A-14I). The network manager (20) is operable to assign each aircraft (14A-14I) to one of the ground radios (16A-16C) based on network management considerations using the ATC information.

Abstract: A method to generate a clearance request to deviate from a flight plan comprising receiving input from at least one flight-plan-relevant source, determining a revised flight route based on the received input, and generating a preconfigured clearance request message to deviate from the flight plan for a user based on the determining. The method further comprises prompting the user for one of approval and rejection of the clearance request to deviate from the flight plan. The preconfigured clearance request message is downlinked when an approval of the clearance request to deviate from the flight plan is received from the user.

Abstract: A method for controlling output of a marine seismic vibrator includes operating the vibrator using a predetermined driver signal. A vibrator output signal is measured at at least two different places on the vibrator. The at least two measured vibrator output signals are used to determine a corrected driver signal, wherein the corrected driver signal results in fewer harmonics of fundamental frequencies in the vibrator output. The vibrator is operated using the corrected driver signal.

Abstract: A technique includes operating a seismic vibrator, including driving the seismic vibrator at different frequencies and driving forces. The technique includes monitoring a parameter affected by the operation of the seismic vibrator during the frequency sweep and based at least in part on the monitored parameter, determining a maximum driving force profile for the seismic vibrator.

Abstract: A method provides driving operation data in a network for wirelessly exchanging driving operation data. A first motor vehicle connected to the network by communication technology determines the absolute driving operation data of a second motor vehicle by way of at least one environment sensor disposed in the first motor vehicle. The absolute driving operation data of the second motor vehicle are transmitted by the first motor vehicle to at least one other subscriber to the network.

Abstract: According to the present invention, when a target braking/driving force and a vehicle target yaw moment required to a vehicle cannot be achieved through a control of a braking/driving forces of wheels, in a rectangular coordinate of the braking/driving force and the yaw moment, a polygon indicating the maximum range of the braking/driving force and the yaw moment attainable by the braking/driving forces of the wheels, and an ellipse that crosses each side of the polygon and has a major axis and a minor axis aligning with the coordinate axis of the rectangular coordinate are set, for example.

Abstract: An inertial navigation system which includes a first control system and a second control system is described. The first control system is configured to estimate a vertical velocity based in part on received vertical acceleration data. The second control system is configured to receive the estimated vertical velocity from the first control system and determine a compensated vertical velocity utilizing the estimated vertical velocity and airspeed.